Engine mounting



mum w, wm R', R T 294mm ENGINE MOUNTING Filed July 13, 1932 3 Sheets-Sheet l June H6, 3935.

R. s. TROTT fi 'fl ENGINE MOUNTING Filed July 15, .1932

3 Shqets-Sheet 2 June 16, 1936. R. s. TROTT 2,@44,23

ENGINE MOUNTING Filed July 13, 1932 3 Sheets-Sheet 3 Patented June 16, 1936 lJNlTED STATES PATET OFFICE 6 Claims.

My invention relates to engine mountings for mounting engine units upon their frames or supports.

The object of tm's invention is to provide an engine mounting of an improved construction for supporting an engine unit upon its frame or support and. for providing resiliently opposed substantially pivotal movement of the engine unit about an axis of oscillation combined with other movements tending to cushion the forces that would be transmitted to the frame or support due to the operation of the engine.

A further object is to provide a mounting for the front of the engine unit in which the cushioning movements will vary the pressures upon the frame or support as little as possible.

A further object is to provide such a mounting for an engine unit having a front mounting which may be constructed as a unit assembly that is attachable to the engine unit and to its frame or support.

A further object is to provide such a front mounting which with little change may be accommodated for production as a factory built part of the vehicle, or as an accessory to be attached to the vehicle subsequent to its manufacture.

All of the above is fully described below and is illustrated in the drawings, in which:-

Figure 1 is a front elevation in partial section of one form of front mounting, a portion of the engine unit, and a section of the front cross member and the side frame members of an automobile.

Figure 2 is a fragmentary section on the line 2--2 of Figure 1.

Figure 3 is a plan view of Figure 1.

Figure 4 is a fragmentary sectional View showing one form of the accessory compound resilient front mounting construction.

Figure 5 is similar to Figure 4 except that it is adapted to factory production.

Figure 6 is a fragmentary detail of a front mounting construction that may be used either as an accessory or in factory production.

Figure 7 is an elevation and partial section of one form of the torque bracket, resilient torque reaction transmitting means, a portion of the engine unit and a section of one frame side member.

Figure 8 is a plan view of Figure '7 with the engine and frame removed.

Figure 9 is a view of a modified form of the front mounting construction.

Figure 10 is a view of a modified form of torque construction adapted for factory production.

Figure 11 is a fragmentary plan view of one form of my front and rear mountings and with one torque connection all assembled with a power 5 plant and its supporting frame.

In the drawings the cradle I is attached to the engine 2 by the cap screws 3 or in any other proper manner. The pillow bracket 4 has a finger i projecting into a hole 5 of the frame cross 10 member 6 holding it in place and is attached to the frame cross member 6 by the bolts 1, nuts 8 and lock washers 9, or in any other proper manner. The rubber member I0 partially supports the cradle l and rests upon and is supported by 15 the cross member 6.

The wall ll of the pillow 4 contacts with the rubber member IE! on three sides and combines with the rear wall 6 (see Figure 2) of the cross member 6 to position the rubber member ID. The upper face of the rubber member ID and the coacting face of the cradle l are on arcs struck from the center l2 with the radius R. The best vertical position of the point l2 may be determined by test for any special case or may be 10- cated according to the judgment of the designer.

The point l 2 is offset horizontally from the center line of the engine unit an amount B such that the axis through the point I2 and through the pivot point of the rear mounting is central with respect to the Weight of the engine unit.

The springs l3 are centered on the pillow 4 by the circular upwardly extending centers l4 and are centered on the cradle l by the hubs l5. The I springs l3 are so positioned that their axes will intersect at or adjacent the point I 2. The rubber conical washers [6 rest in the centers l4 and receive the conical heads of the rivets IT. The rubber Washers l8 rest in depressions in the cradle l and contact the washers l9 which'are 40 held upon the rivets l! by the rivet heads 20.

By this construction, the front of the engine unit is supported both by the two springs l3 and by the rubber member ID in such a manner that the engine unit may have substantially pivotal movement about an axis at or adjacent the point l2. Any other method of mounting the cradle upon the engine unit may be employed, or the cradle may if desired be made integral with any part of the front of the engine unit.

Any other method of forming the pillow or of attaching it to the frame may be employed, or the pillow 4 may if desired be made integral with the frame cross member 6. Any other method of locating and, retaining the rubber member I0 may be employed or under proper conditions the rubber member I0 may be vulcanized to one or more of the contacting parts. Any other method of construction for limiting the maximum elongation of the springs I3 other than the rivet construction shown may be employed if desired.

Any and all of the above-mentioned variations, however, should be such as not to seriously affect the results and performance of the mounting.

The main reasons for the combined spring and rubber construction for supporting the front of the engine unit are as follows: It is difficult to provide a rubber mounting of the same low rate of deflection and delicacy of resilience that can be provided by springs.

On the other hand, springs, though they may provide the desired low rate of deflection per inch, are in general incapable of resiliently and silently stopping the movement after it has exceeded the desired but slight amount. The combination of the rubber and the two springs, while providing the desired substantially pivotal movement, provides a rate of deflection much lower than the rubber alone could provide and provides a limitation of the movement that is in general not possible by the springs alone without impact.

If the springs were positioned so that their axes did not intersect, close to the same results might possibly be provided by proper supplementary charges but with a greater resulting strain upon the material of the springs.

When rubber is sufficiently loaded, its resilience is much reduced. By the above construction, if two-thirds of the weight of the front of the engine unit are taken by the two springs, one-third only needs to be taken by the rubber, which light loading will make the rubber a much more resilient member. The proportion of weight carried by springs and rubber is, of course, subject to a Wide range to fit the conditions and requirements of any case and the above figures wherein the springs carry two-thirds and the rubber carries one-third of the total weight was merely mentioned as an illustration and need not be the proportion used, except in certain cases, or as desired.

It will be seen that the substantially pivotal movement of the engine unit is provided by deformation of the rubber member I0, by deformation of the springs I3 and bydeformation of the rubber washers I6 and I8.

The rubber washers I6 and IS, the rivets I1, and the washers I9 combine to resiliently restrict the upward rebound of the engine unit with respect to the frame member 6. That is, the elongation of the springs I3 is effectively and resiliently restricted without serious restriction of transverse, vertical or horizontal movements or of pivotal movements or of combined transverse and pivotal movements.

Another important reason for the use of both rubber and metallic resilient means for supporting the front of the engine unit is that the different periodicities of the rubber and of the springs tend to permit the mounting to keep step with the engine forces over a wider range than either material alone would be able to do.

Another important reason for the employment of both rubber and spring supporting means is as fo ll owszThe rubber member II is centered at the point I2; this, however, may be called the theoretical center. As a matter of fact, I have found by tests that the actual pivot point of a rubber mounting changes with the speed of the engine and reaches the theoretical point only at high speeds. As the speed decreases, the pivot point moves closer and closer to the rubber, and at ten miles an hour is generally located some place in the rubber itself.

The pivot point furnished by cooperating coiled springs is much more nearly stationary. So the use of the springs with the rubber tends to reduce the amount of movement of the pivot point toward the rubber as the speed is reduced.

In the case of an accessory that is installed upon a vehicle after its original manufacture, this front mounting may be held in place by the cap screws 3, bolts I, nuts 8 and washers 9 as shown in Figure 1.

In case it is desired to use this mounting in the original manufacture of the vehicle as shown in Figure 5 the cradle I may be either attached to or integral with the engine 2 and the rivet heads 20 may be replaced by castellated nuts 26 secured by cotter pins. However, any other methodengine unit from the frame and excessive elongation of the springs I3 is prevented may be employed, so long as the transverse cushioning and pivoting movements of the mounting are not seriously interfered with.

It will be seen in Figure 1 that locating the springs I3 with the axes radial from the point I2 or a point adjacent thereto permits the springs I3 to resiliently oppose pivotal movement of the engine unit about or adjacent the point I2 equally in either direction and by deformation of the springs in a direction substantially at right angles to the load pressure they carry so that load and torque produce different strains on the springs I3.

It will also be seen that the fit of the rubber member ID in the recess provided for it in the cradle I and within the walls II of the pillow 4 allows the rubber member ID to resiliently oppose the pivotal movement of the engine unit about the point I2 or a point adjacent thereto by stresses difierent from those due to the load carried by the member ID. Hence this front mounting construction not only carries the load of the engine unit by the combined action of radially located springs and rubber but also resiliently opposes pivotal movement by the combined action of radially located springs and rubber in directions substantially at right angles to the directions of load pressures sustained.

It will be clear that changing the spread of the springs I3 will vary the radius from the point I2 or a point adjacent thereto, whether the angle of their axes is changed or not and hence the resilient opposition to the pivotal movement about the point I2 or a point adjacent thereto may be changed by variation either of the spread or of the angles of the springs I3, or both. This resistance may also be varied by change in the size and in the design of the springs I3.

Variation in the resilient resistance of the rubber member ID to pivotal movement of the engine unit about the point I2 may be accomplished as shown in Figure 9 by variation in the size, form and consistency and radius of the rubber I0 and by the provision of indents IA on the cradle I' and indents I IA from the walls of the wall member 4A, which is attached to the frame member 6" by the bolts 1, lock washers 8' and nuts 9'. The indents IA and I I A may be used either with or without vulcanizing the rubber member If] to one or both of the coacting members I' and 4A. The wall member 4A and the indents HA may if desired be made integral with the frame member B".

In the construction shown in Figure 9, the seats I4A of the springs I3 are made integral with the cross frame member 6", and the Wall member 4A, to position the rubber member I0, is attached to the cross member 6" by the bolts 1, nuts 8' and lock washers 9 or in any other proper manner. This construction for several reasons may be better adapted for factory production than that shown in Figure 1.

In the construction shown in Figure 9 the elongation of the springs I3 is limited by the bolts I1 and the castellated nuts 20', these bolts and nuts being used to secure the front of the engine unit to the frame of the vehicle.

Any other proper construction for providing the benefits of the combined resilient results of rubber and metal resilient means may be employed as long as the required substantially pivotal and transverse or orbital movements are thereby obtained.

In Figure 4 the rubber member 48 in each spring I3 is employed to replace the rubber member ID of the Figure 1 construction, the weight distribution between the spring means and the rubber means being as stated above or as desired. The member 48 rests upon the washer 48. The rivet I1 is centered by a close fit through a hole in the rubber member 48, the rivet I? having ample clearance to avoid contact with the cradle I and the pillow 4.

The construction shown in Figure 5 is similar to that of Figure 4 except that the bolt [1 and castle nut 20 are employed in place of the rivet H.

The construction shown in Figure 6 may be used as an accessory construction as shown. The cradle IB is secured to the engine 2 by the cap screws 3 or in any other proper manner. The pillow 4B is attached to the frame member 6A by the bolts 1 and 1A, lock washers 8 and nuts 9".

The centering washer 8A is used to center the bolt 7" in a hole already provided in the frame member 6A. The rubber member 48 rests upon the washer 48' and is centered within the spring IS. The cup washer ISA has a hub which centers it in the cradle IB. The cup Washer I8A rests upon the rubber member 48 and the spring l3.

The rivet l'l, washer l9, rivet head 20 and rubber washers l6 are all similar to those in Figure 1. The rubber washer l8 has a reduced portion which centers it in the cradle IB. As a variation of this construction for factory production the bolts 1A and 1" may be replaced by rivets, and a hole as at 63 may be provided in the frame member 6A, and the rivet I! may be replacedby the bolt l1 and the castle nut 20', as shown in Figures 9 and 5, or in place of using the separate pillow member 4B it may be formed as a part of the frame member 6A in somewhat the same manner as shown in Figures 9 and 5. In this case the assembling would be done by means of the bolts l1 and nuts 20. In the case of the construction shown in Figure 6 the assembling is done by means of the bolts 1A and 'l". The bolts 1" may be spot welded or in any other proper way secured against turning in the pillow member 43.

It will thus be seen that by the proper design and proportion of my front mounting not only proper transverse or orbital movement may be provided but also substantially pivotal movement may be provided and the amount of resilient resistance to such pivotal movement may be varied over a wide range to suit requirements and conditions; and my mountings may be accommodated for either accessory or factory production.

In Figures 7 and 8 is shown a torque reaction transmitting construction, one or more of which may be employed, if desired, to resiliently resist the substantially pivotal movement of the engine unit in addition to the resistance supplied by the front and the rear mountings.

The bracket 40 is secured to the engine unit by the cap screws 4| and lock washers 42. The springs 43 are held to the bracket 40 by the cups 44 and the rivet 45 or by any other proper construction. The springs 43 are held by the horizontal flanges of the side frame member 46 under a tension that will give the engine unit the desired amount of resiliently opposed substantially pivotal movement under normal running conditions. The rubber members 41 located within the springs 43 are adapted to contact the flanges of the frame member 46 so as to aid the springs 43 in resiliently resisting the said pivotal movement. The length and consistency of the rubber members 4'! and the strength and length of the springs 43 are to be combined to provide the desired normal float of the engine unit while acting to resiliently limit this float without solid impact. Thus the springs 43 and the rubber members 41 act together in absorbing engine torque in much the same manner as the rubber members It or 48 and the springs l3 of the front mounting act in providing not only pivotal movement but the orbital movement which is necessary for the proper cushioning of all forces incident to the 35 operation of the engine.

In some cases the rubber members 41 may be short enough to have clearance at one end as shown in Figure 7 or may be so long as to require considerable compression before being able to pass in between the horizontal flanges of the frame 46.

Or but one, either the upper, or the lower rubber 41 may be used as desired, the aim in each case being to find a combination of constructions and proportions to provide the results most desired in any one case.

In Figure 10 is shown a torque construction adapted for factory production in which the bracket 40 is an integral part of the engine unit.

Cooperating with my front mounting structure and spaced rearwardly of the flywheel and transmission is a rear mounting designated generally by the numeral 2| in Figure 11 which may be of the character set forth in my divisional application and in which said rear mounting is connected with the housing for the universal joint and has a supporting plate shown at 21 secured upon the cross frame member 28 to support the rear end portion of the unit.

Any other proper means and construction for the resilient limitation of the pivotal movement of the engine unit other than that shown in Figures '7 and 8 and 10 may be employed to cooperate with the resilient opposition provided by the front and rear mountings, or if desired and if permitted by requirements and conditions, the purely torque transmitting construction may be completely eliminated and the front and rear mountings themselves alone depended upon to resiliently resist the substantially pivotal movement of the engine unit.

While I do not think this last construction is capable of the nicety of results provided by the combined mounting and torque construction it can be employed where satisfaction can be given by providing the major benefits of my mounting.

Having now described my invention, what I claim as new and desire to protect by Letters Patent is as follows:-

1. A mounting for a portion of an engine unit in combination with supported and supporting members, said mounting comprising a coiled spring carried by the supporting member and bearing against the supported member in supporting relation, and a weight-supporting nonmetallic resilient member interposed between said supporting and supported members, and permanent y carrying a part of the weight of said supported member, said non-metallic resilient member being enclosed within the coiled spring and slightly spaced therefrom for free movement of the coiled spring.

2. A mounting for a portion of an engine unit in combination with supported and supporting members, said mounting comprising a coiled spring carried by the supporting member and bearing against the supported member in supporting relation, a. weight-supporting non-metallic resilient member interposed between said supporting and supported members, and permanently carrying a part of the weight of said supported member, said non-metallic resilient member being enclosed within the coiled spring and slightly spaced therefrom for free movement of the coiled spring, a connecting member extending through said non-metallic resilient member and through the coiled spring and portions of the supporting and supported members and having heads at opposite ends thereof, and non-metallic resilient rebound means interposed between at least one of said heads and adjacent facing portion or portions of the supporting and/or supported members.

3. A mounting for an end portion of an engine unit in combination with supported and supporting members, said mounting comprising a coiled spring carried by the supporting member and bearing against the supported member in supporting relation, and a weight-supporting nonmetallic resilient member independent of said spring and interposed between said supported and supporting members and permanently carrying a part of the weight of said supported memher.

4. A mounting structure for an engine unit in combination with a support, said mounting structure comprising weight supporting coil springs carried by the support and arranged with the axes thereof converging approximately to an axis of oscillation of the engine unit, and weight-supporting non-metallic resilient means carried by the support and arranged between said coil springs and bearing against a portion of the engine unit and carrying apart of the weight of said engine unit.

5. A mounting for an end portion of an engine unit in combination with supported and supporting members, said mounting comprising a coiled spring carried by the supporting member and bearing against the supported member in supporting relation, a weight-supporting nonmetallic resilient member independent of saidspring and interposed between said supported and supporting members and permanently carrying a part of the weight of said supported member, a connecting member extending through portions of the supporting and supported members adjacent said coiled spring and having heads at opposite ends thereof, and non-metallic resilient rebound means interposed between the heads and the adjacent facing portions of the supporting and supported members.

6. A mounting structure for an engine unit in combination with a support, said mounting structure comprising weight supporting coil springs carried by the support and arranged with the axes thereof converging approximately to an axis of oscillation of the engine unit, weight-supporting non-metallic resilient means carried by the support and arranged between said coil springs and bearing against a portion of the engine unit and carrying a part of the weight of said engine unit, a connecting member extending through each of said coil springs and through adjacent portions of the supporting and supported members and having heads at opposite ends thereof, and non-metallic resilient rebound means interposed between said heads and the adjacent facing portions of the supporting and supported members.

ROLLAND S. TROTT. 

